2009 Suzuki Equator

2009 Suzuki Equator – Click above for high-res image gallery

Suzuki has chosen a rather dubious time to enter the pickup truck market with the 2009 Equator. As you are surely aware, trucks and SUV sales are way down from their apogee a few years back, and small cars like the ones that have historically filled Suzuki showrooms are all the rage. So, why would the Japanese automaker even bother with a mid-sized pickup truck based on the Nissan Frontier? That's a good question, and we aimed to find out when we grabbed the keys to Team Yellow's first-ever real pickup contender in the U.S. Read on to see what the Suzuki Equator has to offer.



So why did Suzuki decide to enter the truck market in the first place? As one of Japan's largest makers of powersports products, the company has a very large customer base that already owns its off-highway line of vehicles. Whether they be motorcycles, dirtbikes, ATVs or watercraft, Suzuki's own research indicates that owners of its others products are 50-percent more likely to own a truck than the average person, so brand-loyal riders will now have the ability to haul their toys with the same brand of truck. Suzuki doesn't appear to have the delusion that it's going to sell a boatload of Equators, but any truck sales it does get are sales it wouldn't have otherwise, so it could be a winning idea in the end despite the current market conditions.

Anyone familiar with the inside guts of the latest Nissan Frontier is likely to feel right at home inside the Suzuki Equator. An easy-to-read gauge cluster sits behind a familiar Nissan-spec steering wheel and switchgear. While we generally aren't in favor of this kind of product-sharing, at least the truck is based on a credible and successful model and it's not badge engineering within the same automaker. Suzuki makes no bones about the fact that the Equator is based on a competing model, and in fact claims to have hand-picked the Frontier specifically for its off-road worthiness and overall truck-ability. We put those supposed off-road credentials to the test and we'll tell you how it fared a bit later. In the meantime, let's take a look at the outer skin of the Equator and see how it compares with its kin and closest rivals.

On the outside, and especially in profile, it may be easy to mistake the Equator for the Frontier. Most of the work that went into differentiating the two models was done to the front end. In comparison to its platform-mate, we prefer the looks of the Suzuki, which definitely has that square-jawed truck look that seems to be popular these days. On the highway, that big opening didn't add any undue wind noise that we could detect. What we could detect loud and clear was the big V6 engine at the helm along with the four rather aggressively tread contact patches at each corner. In was livable, but you may find yourself turning up the stereo a few notches on the highway.

Under the hood of all our test trucks was Nissan's excellent 4.0-liter V6 engine making 261 horsepower and 281 lb-ft of torque, each mated to a five-speed automatic tranny. For those wishing to do a bit better than that combo's 15 city / 20 highway mileage, Suzuki also offers the 2.5-liter four-cylinder engine from the Frontier with 152 horses and 171 lb-ft. That engine is available with either a five-speed manual transmission (19/23 mpg) or five-speed auto (17/22 mpg). A part-time 4WD system is available, as are an electronic locking rear differential, limited-slip traction control, Vehicle Dynamic Control, Hill Descent Control and Hill Hold Control. We took the truck off-road and put all of these features to the test. They worked as advertised, though switching them off proved much more fun.

The Equator was quiet and stable on the road with driving dynamics that are quite good for a truck. Though nowhere near as car-like as some competitors, namely the Honda Ridgeline, that truckiness is exactly what Suzuki wanted and the fully boxed frame and rugged suspension deliver on that promise. Suzuki offers two cab sizes and two bed lengths, mirroring those available for the Frontier. Choose either an Extended Cab with rear-hinged portals aft the front doors or a Crew Cab with four real doors, which comes with the V6 engine only. Road-biased tires and suspension settings come standard on base models while higher-spec models are equipped for the more adventurous among us.

Those wishing to drive off the beaten path should consider the RMZ-4 package that includes all that electronic gadgetry mentioned earlier along with Bilstien shocks, skid plates, heavy-duty Dana 44 axles and meaty 265/75R16 tires. A special interior package also comes with the RMZ-4 model, which borrows its name from Suzuki's line of off-road bikes. Those wishing to tote a two-wheeler in the back may appreciate the optional utility bed package that comes with two rows of tie-downs mounted in sliding tracks. The system worked well when demonstrated for us, and maximum trailer towing capacity is 6,500 pounds for the V6 2WD model.

Overall, the Equator is a decent truck that offers a good option for fans of Suzuki cycles, ATVs and watercraft who want to keep all their modes of transportation in the same family. What about buyers who don't already have an attachment to Suzuki? Why would you choose the Equator over the Frontier? Suzuki points to its warranty as one reason, which at 7 years / 100,000 miles on the powertrain is superior to the Nissan's 5-year / 60,000-mile coverage. Of course, beauty is in the eye of the beholder, so you'll have to make a judgement call for yourself when it comes to the truck's styling as well as the all-important issue of name recognition. Regardless, the Equator is a well-rounded truck that will likely sell in relatively small numbers, and in many cases to buyers who wish to remain loyal to their favored yellow-hued brand. source by autoblog

2008 Suzuki Grand Vitara Xsport

2008 Suzuki Grand Vitara Xsport – Click above for high-res image gallery

When driving a vehicle for review, we always keep a list of pros and cons. At just a glance we can see which list is longer and instantly know if it's a vehicle that we'd personally drive. At the end of the evaluation we throw in a few verbs, several random adjectives and some technical jargon to make us all sound knowledgeable and it's a review! Just kidding. A little, at least.




The 2008 Suzuki Grand Vitara Xsport that just left the Autoblog Garage didn't fit the mold. Our cons list outnumbered the pros, but we just can't give this one an automatic thumbs down.

The ride was unsettled by even slightly uneven pavement, which then caused the dash panel to creak and rattle. And the squeaky horn sounded more appropriate for one of Suzuki's econoboxes than a 4,600-pound SUV. And there's that funky side-opening rear cargo door. But from the pro list, we got a powerful V6, a fairly roomy interior and an impressive drivetrain warranty.

Our 2WD tester arrived wearing Quicksilver Metallic paint and cloth seats. The 2.7-liter V6 is standard, as are side curtain airbags, ABS, stability and traction control, fog lamps and 16-inch wheels. The Xsport trim level includes a few "comfort and convenience" options like a power sunroof, keyless entry and start, power windows and doors, audio and cruise controls on the steering wheel, a 6-disc AM/FM with six speakers and a subwoofer, and power mirrors. Total sticker price before shipping and handling was $22,349.
The silver-toned exterior design made it on our pro list. The Vitara's straight lines, chunky bumpers, squared-off headlamps and rear-bumper-mounted spare tire took us back to a time when SUVs were masculine-looking machines made to take on the most intimidating terrain. While other SUVs like Mazda's CX7/9 go for sports car looks, Vitara keeps it real. And unlike Buick's glued-on chrome portholes-to-nowhere, Suzuki chose to make its vents black, plastic and, if not functional, at least actual holes.

The Suzuki's rear hatch, though, made it onto our con list. It's a hulk of a door (made heavier by that spare tire), that swings open left to right. Parallel park on a city street with cargo to load, and you will quickly despise the novelty. Park too closely to the car behind, and you'll be walking around the front of your car with every armful.

Luckily, though, filling the back of the Vitara with stuff isn't difficult. The floor-height doesn't require lifting bags above your waist, and unloading doesn't require a lot of bending over. A cargo cover attached to the back seat keeps big valuables out of view, while a shallow, covered divot in the cargo area is convenient for stashing items. Finding a light behind the rear seats isn't a surprise, but we'd prefer it came on automatically. It's no fun fumbling in the dark for that tiny switch. The rear seats also tilt up easily for moving even more of your junk, and in that position the Vitara passed our stroller test, even holding the Graco and groceries with a little room to spare.

Once inside, you're greeted by black and gray soft-touch plastics accented with brushed-aluminum-looking plastic trim. The black seat fabric felt more like athletic wear than upholstery, but will probably withstand years of abuse by adults and kids alike. Most of the interior, including the color-combination, fit-and-finish and spaciousness, got a pro-side listing. The driver's gauges in particular were appreciated with their white numerals on a black background in chrome-accented openings. They made for quick, easy reading on the road. At night, the red needle was as brightly lit as the numbers, but we also found negatives after the sun set. The driver's window switch on the driver's door is lit, but no others. Neither are any of the door lock switches or the cruise control switches on the steering wheel.

The Xsport-level Vitara gets an in-dash, 6-disc CD changer with six speakers and a subwoofer. We didn't appreciate being teased by the head unit advertising "XM" in large letters with a tiny "ready" disclaimer below. And the CD/AUX button did nothing but piss us off when 30 minutes of searching turned up no auxiliary port. That meant spending an entire week listening to advertising-intensive FM radio. Seriously, Suzuki. How much could it cost to include a 1/8" plug for the iPod? .50¢? $1? Make it $10 for your trouble and add .35¢ to my monthly payment. And we'd suggest an entry in the owner's manual on how to unplug that impotent little subwoofer. It's mounted right under the driver's seat and is more of a distraction than an enhancement.

Hauling a two-year-old in the Grand Vitara took little effort, though. Child-seat installation was simple and quick. The LATCH attachment points were easily found, and the center headrest was removed without a fight. Removal was even simpler. Getting the wiggly, impatient toddler into the seat was another issue. The rear door opening was shorter than some of the SUVs we've reviewed, and made getting a child into and out of a center-mounted safety seat a chore. My wife said if the vehicle were ours, she'd be tempted to install the seat in an outboard position. And for adults, there was enough headroom, legroom, hiproom, etc. to comfortably hold front and rear passengers, and the front and rear cup holders easily held a 1-liter water bottle.

Under the Grand Vitara's hood is that 185-hp, 2.7 liter V6 we mentioned earlier. It's at the top of the positives list, and singlehandedly erases several negatives. Press the fast pedal closer to the floor, and you can't even hear that annoying subwoofer any more. I've read other reviews that said the Vitara's engine is unresponsive and even sluggish. Either Suzuki listened to the complaints and made improvements or I'm just easily pleased. The car accelerated nicely with some lovely music coming from the little V6. The rush almost (almost) made me forget how much dinosaur juice I was burning. Most of the week was spent commuting in light city traffic and we burned 11.7 gallons of regular over 177 miles. That's an average of just over 15 mpg for the week. I've been accused of having a lead foot, but that's 2 mpg lower than the EPA city estimate and just within the "expected range" of 14 to 20 city.

But there are two other positives in this SUV's drivetrain. First, it's got an automatic transmission, not a manumatic or a sequential automatic. It's a true, old-school PRNDL, and that makes me happy. We've yet to meet a manumatic we enjoy using (dual clutch units notwithstanding). Good ones may exist, but at this price level, either simplify the automatic tranny or install a clutch. Thank you, Suzuki, for simplifying.

Here's one simplification we can't understand, though. While Honda's CRV, Toyota's Rav4, and Chevrolet's Equinox all get a full set of disc brakes, Suzuki puts disc on front, drums in back. Drum brakes? On a 2008 model vehicle, let alone a big, heavy one? Seriously?

The drivetrain's superb warranty is its third pro. Suzuki backs up its mechanicals for seven years or 100,000 miles with no deductible. Even better, the warranty is transferable, instantly boosting resale value.

In the end, the negatives did outweigh the positives for the 2008 Suzuki Grand Vitara Xsport. Don't bother counting, some were just too personal and trivial to bother listing. But overall, we still like the Vitara and it's one of the major reasons the Japanese brand hit 100,000 sales in the U.S. last year. It's just an "honest" vehicle. From its boxy exterior to its functional hood vents, it's not trying to be something it's not. But a more fuel efficient engine, modern brakes and a plug for my Pod would go a long way toward making me buy one.

2010 Suzuki Kizashi GTS is up for the Challenge

2010 Suzuki Kizashi GTS – Click above for high-res image gallery

The 2010 Kizashi will change the way you look at Suzuki. To put it bluntly, the Kizashi is the strongest evidence yet that Suzuki's automotive division is no longer operating on autopilot in the States. And what's more, the brand is showing serious confidence. Consider the vehicles against which the automaker wants you to cross shop its Kizashi: the Acura TSX and Audi A4.




Suzuki has launched a promotion called the Kizashi Test Drive Challenge that will pay $100 to anyone who test drives a Kizashi and still decides to buy the more expensive TSX or A4. After spending some quality time with the model, we don't envy those potential Acura and Audi customers who are unprepared for how difficult their decision is going to be.
For the longest time, Suzuki subsisted in the U.S. market by selling mostly rebadged versions of other automakers' vehicles, all of them forgettable and none exceptional. Historically, the brand has been wedded to General Motors through products like the three-row XL7 that is built atop GM's ubiquitous Theta platform, to say nothing of the Forenza and Reno, versions of models developed and built by GM's South Korean subsidiary, GM Daewoo. More recently there's the Suzuki Equator mid-size pickup, a refaced Nissan Frontier introduced in 2008 that doesn't even appear on the company's U.S. website anymore.

Excluded from this group is the SX4, which is the brand's last new product before the Kizashi. This well regarded small sedan/hatchback combo is fun to drive and available with lots of upscale equipment, like all-wheel drive and navigation, for under $18,000.



The Kizashi is the largest car that Suzuki has developed for U.S. consumption since the Verona, another rebadged version of a GM Daewoo product that was discontinued due to poor sales. Correction, Suzuki informs us that while it had worked with GM on a mid-size sedan design study back when the two companies were linked more closely, the Kizashi is 100% Suzuki.
What's more, the Kizashi's styling isn't the result of rebadging another company's car. In fact, Suzuki designers have been working on its look for years. During that time, three consecutive Kizashi concepts were introduced. Suzuki surprised us first with a wagon concept at the 2007 Frankfurt Motor Show. The second concept, a CUV, debuted at the 2007 Tokyo Motor Show, and the third and final concept, a sedan, was a sexy silver bullet that got our attention at the 2008 New York Auto Show.

It's too bad the production Kizashi doesn't bear a closer resemblance to that third and final concept, which truly had us drooling in the Big Apple back in 2008. What Suzuki is selling today clearly shares styling cues with that car, but also carries the burden of meeting federal safety requirements and fitting on the Epsilon II platform. As such, much of the concept's organic beauty has been sacrificed for the privilege of being a modern car on sale in the U.S.



But hold on, because that doesn't mean the Kizashi is a dog. Suzuki will be happy to hear that we received a number of unsolicited comments comparing its new design to an Audi. These came from people who aren't enthusiasts but know that Audi is a premium brand, which confirmed our own experience that the Kizashi gives an expensive-looking first impression, in this case, aided by our GTS model's rich-looking grey metallic paint.

If anything, the Kizashi is at least Suzuki's own design. While we initially panned the car's shape during our First Drive for being derivative, a closer inspection and the passage of time has eroded our criticism. We originally said the hood look lifted from a Chrysler PT Cruiser, but have grown to really like the lines that come down from the bottom of each A-pillar and curve across the hood toward the inside of each headlight. They look like arched eyebrows over the angry squint of each projector beam lamp. The Kizashi's face looks straight-up evil, with nothing but the grille's slight upward bend into a malevolent smile to soften things up.



There are subtle styling elements like this all over the Kizashi. The broad shoulder line beneath the side windows artfully flows forward into each headlight and down into the surprisingly flared front fenders. The subtle duck bill rear spoiler that seems to disappear when not viewing the car in profile. The exhaust pipes that exit through a pair of chrome surrounds integrated into the rear bumper. Something new caught our eye every time we approached the Kizashi during its week in our keep, which suggests to us that the design will age nicely for owners and not need tweaking to stay fresh in a model year or two.

The Kizashi's interior, meanwhile, beats the low bar set by past Suzuki models but lands mid-pack compared to the current competition. Considering that Ford has packed the inside of even its low cost models with soft touch materials, there's no excuse for an interior aimed at the likes of Audi and Acura to be covered in hard plastics from door to door. The cloth seats in our GTS tester ("leather-appointed" thrones are available) were comfortable and feature semi-firm bolsters that kept our keisters planted, but we had trouble finding a comfortable driving position, even with 10-way power adjustability and the standard tilting and telescoping steering wheel.



Infotainment-wise, the Kizashi offers almost everything you'd want if cross-shopping a more expensive entry level luxury sport sedan. Our GTS model came standard with a 425-watt Rockford Fosgate system plus integrated USB port in the dash and available wireless Bluetooth audio for hooking up an iPhone, iPod Touch or other BT digital music player. Bluetooth hands-free calling can be had as well, though set up is a decidedly frustrating affair that can only be achieved by patiently listening to audible prompts and doing what the female voice says quickly before you forget.

The Kizashi's dual-zone climate control, keyless push-button start, available heated front seats and integrated steering wheel controls are the same top shelf features you'll find in those more expensive German and Japanese cars. Conspicuously absent, however, is a navigation system. Dealers will have a hard time explaining to customers why an item that comes standard in certain trims of the less expensive SX4 and can't be had at all in the Kizashi.

UPDATE: Suzuki informs us that a nav system is a port-installed option at launch, while a fully integrated unit will be available for the 2011 model year. We're trying to get a hold of some images from Suzuki of what each looks like, so stay tuned.



Forgetting the hard plastics and lack of nav, the Kizashi remains a comfortable sedan for four people. The roof extends far back over the rear passengers before plunging down to meet a high trunk lid, which provides both excellent rear headroom as well as a couple extra cubic feet of cargo space. The rear seats can also be folded forward, which comes in handy when trying to fit awkwardly sized items in the trunk thanks to the rear suspension's intrusion on either side.

So far, we've said nothing about the Kizashi that would make us want to buy one over an Acura TSX and Audi A4. That's because we've yet to talk about what lies beneath the styling and behind the interior. Underhood is a 2.4-liter DOHC four-cylinder producing 185 horsepower and 170 lb-feet of torque. That's the only engine (for now), but from there you've got choices: front-wheel drive (FWD) or all-wheel drive (AWD) and a six-speed manual or continuously variable transmission (CVT), with or without paddle shifters.

First off, if you opt for AWD then you're locked into a CVT transmission. With FWD, the infinitely variable ratios of the CVT transmission do get better gas mileage than the manual's six cogs can muster (23/31 mpg versus 20/29 mpg), but any fuel savings is lost if you go with AWD. Our recommendation? Go FWD with the six-speed manual. You'll be saving both weight (200 pounds versus the AWD/CVT model) and money, not to mention that CVT-equipped Kizashis lose five horsepower. This is our how our GTS model came equipped and it's the one that may ruin your plans to liberate $100 from Suzuki's wallet.



Let's talk engines. The Kizashi's is slightly more powerful than other four-cylinders used by the competition in their base models. But whereas most of the competition also offers a V6 engine, the 2.4-liter four-cylinder is the only powerplant available in the Kizashi, so it better be good. And it is. Very good.

This 2.4-liter doesn't act like its in the same class as other base engines. Rather, it acts like a premium mill, the kind of four-cylinder that's offered in addition to a V6, not below it. Suzuki has set its redline at 6,500 RPM, and go there it will with little provocation. Power delivery is always smooth and there's a noticeable reserve to tap above 3,500 RPM.

While we recommend the six-speed manual transmission over the CVT, that's not to say it's the best rowing machine ever made. The clutch pedal is light and won't cause fatigue, but the shifter's throws are long and loose. It's the only drivetrain component that feels outclassed here, and Suzuki should spend some dollars to get it right.



The Kizashi will reach 60 mph from a standstill in 7.5 seconds before its Akebono brakes haul it down. That's not remarkably quick, but straight lines aren't what the Kizashi does best. The suspension is comprised of MacPherson struts up front and a five-point multilink setup in the rear with KYB dampers at all four corners. Combined with an extremely rigid frame, the relatively soft suspension makes cruising comfortable yet feels confident in corners. Put another way, the suspension's got range and will serve its master well whether a motion sick-prone mother-in-law or hard-to-impress Audi owner is sitting shotgun.

The real ace up the Kizashi's sleeve, though, is its steering. An often overlooked fact is that fun-to-drive vehicles don't have to be quick. A host of other aspects can pick up the performance slack, and steering is a big one. Inputs entered via the Kizashi's compact, thick-rimmed steering wheel got delivered to the road quickly through our GTS tester's 18-inch alloys wrapped in 235/45R18 all-season rubber. From there, we were rewarded with actual feedback from the road that wasn't obscured by numbness from the power steering. It's a terrific system that's accurate without being twitchy and effortless without being over-boosted.



By the end of our time with the 2010 Suzuki Kizashi GTS, we were totally on board with comparing this car to the Acura TSX and Audi A4. Then we started comparing prices. A base Kizashi S starts at $18,999, and while we wouldn't put anything but the GTS model up against an Acura or Audi, it's worth noting that every Kizashi model comes very well equipped and the same engine, transmissions, steering and brakes are used in the base S, SE and most expensive SLS model.

The Kizashi GTS starts at $22,499 with little available in the way of options. The Acura TSX 2.4 starts at $29,310 and the Audi A4 2.0T at $31,450. Granted, both competitors feature more powerful four-cylinder engines – considerably so in the case of the turbocharged Audi – but as we said, a fun to drive car isn't necessarily the quickest one to the next stop light. The question is, how much is a second of acceleration worth to you? Suzuki is willing to bet a Ben Franklin that it's not much.

2008 Suzuki SX4 Sport with TRIP

2008 Suzuki SX4 Sport with TRIP – Click above for high-res image gallery

For the 2009 model year, Suzuki will begin offering navigation as standard equipment on all SX4 Sport models. Starting at a buck under 16K, the new 'Zook is the cheapest car in America so equipped, and that news was very well received by the media and car shoppers alike. In fact, so positive was the response, the decision was made to begin offering the GPS navigation about six months early as part of the TRIP package. We were intrigued by the idea of a low-cost



commuter car coming standard with such a desirable feature, so we decided to procure one such TRIP-equipped 2008.5 SX4 Sport for testing. Is the navigation nothing more than a gimmick to get you into a sub-standard car, or does the SX4 have more going for it than just being well equipped? Read on to find out.
First thing's first, how does that TRIP (Travel, Real-time traffic, Information and Play, if you cared) navigation system work? Quite well, thank you. The unit itself is supplied by Garmin and uses Navteq mapping software and preloaded street maps, so it functions just as well as any other system available. Featuring a 4.3-inch screen, it's not the most amazing system in the world, but it's not bad and gets the job done just fine. The GPS is fully integrated with the audio system and enclosed in a pop-up bin atop the center of the dash. Added bonuses include a built-in MP3 player along with MSN Direct, which includes such useful bits as real-time traffic, weather forecasts, news reports, stock quotes, movie times, local entertainment listings and a gas station finder. We used all of these features throughout the week we had the car, and we found they all worked exactly as promised. Let's move along, shall we?

The SX4 itself couldn't really be described as attractive per se, but it is definitely a useful shape. Ahead of the front A-pillars are two extra little triangular windows that look a bit funny but help conspire with the tall greenhouse and abundance of glass to make for an airy-feeling cockpit. Visibility proved beyond reproach, something that we can all appreciate in these days of fashionable slit-like windows and high belt-lines. Our car was painted a shade known as Vapor Blue Metallic, and it was universally panned by everyone who's opinion we asked. Our advice would be to choose a darker shade, as the car seems to look better in those hues. Alloy rims with P205/50R17 tires are included on the Sport model and we found them appropriately sporty-looking and feeling. More on that later.

Inside, space abounds for both front-seat passengers and those relegated to the rear. A penalty box this car is not, despite its relatively short 98.4-inch wheelbase. The trunk also proved rather commodious and is rated at 15-cubic feet. For those looking for more practicality, we would suggest checking out the Crossover version of the SX4, which features a hatchback and slightly less homely looks. A holdover from its crossover roots is the SX4's ample 6.3-inches of ground clearance, which means there's no worries at all about scraping on steep driveways or speed bumps. As you would expect in 2008, power windows and door locks are standard, as is air conditioning, tilt steering wheel and cruise control. The stereo is XM Satellite Radio ready and the steering wheel has buttons for the audio and cruise functions.

Driving the SX4 Sport proved rather enjoyable, as the 2.0-liter DOHC engine's 143 horsepower and 136 lb-ft of torque moves the car's 2,700-pounds fairly briskly. You won't set any speed records, but it more than holds its own compared to other vehicles in this modest price class. We definitely advise SX4 shoppers to stick with the standard five-speed manual transmission, as the optional four-speed auto really sucks the life out of the engine. Besides, the stick shift is a pretty sweet partner, with slickness that isn't quite up to Honda levels, but is worlds better than most of its competition from Korea and Detroit.

Suzuki works hard to make its vehicles different from the class leaders, and this fact shines through very clearly with the SX4. Nobody will confuse this car with a Corolla when sitting behind the wheel, as its been tuned for a sporty feel and has rather quick reflexes. Sure, it's no Civic Si or Cobalt SS, but it doesn't cost as much as either of those tuner cars and is more enjoyable to drive than its base-model competitors. The SX4 Sport's handling in particular always brought a smile to our faces. Although its limits are pretty low, getting the most from the chassis is extremely easy and you really need to do something truly boneheaded to get it out of shape.

Fuel economy is a big reason why people stick to this class of cars, and the Suzuki's EPA ratings of 22 city and 29 highway are noticeably lower than its main rivals from Honda and Toyota. Fortunately, there's an average fuel mileage display in the dash that proved very useful to tame our driving habits. Over the course of its stay in our garage, the SX4 Sport managed nearly 29 miles per gallon in mixed driving, which is really quite impressive considering that it's as enjoyable to drive as it is. Those who opt for the automatic actually benefit by one mile per gallon extra on the highway, though we've got to question whether that figure is as easy to achieve as it was with the stick.

We were genuinely impressed by the little Suzuki, and we'd seriously recommend the SX4 Sport to anybody looking for a small car that's a bit quirky and different from the mainstream competition. We'd probably opt for the Crossover, though, as its added practicality wouldn't take anything away from the platform's nice driving dynamics and looks better to our eyes. The standard navigation is really icing on the cake, as the car is competent enough to compete on level ground with the best from Japan, Korea and the United States. Factor in Suzuki's standard warranty, which includes powertrain coverage of 7-years or 100,000 miles, and the SX4 makes for a pretty compelling package.
source by autoblog